Variable-speed hydraulic-power-transmission mechanism.



No. 788,843. A PATENTED MAY 2,1905.

' J. G. RIEGEL. v VARIABLE SPEED HYDRAULIC POWER TRANSMISSION MECHANISM.

APPLICATION IILBD'EEPT. 21, 1904.

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No. 788,848. PATENTBD MAY 2, 1905.

8 J. c. RIEGEL. VARIABLE SPEED HYDRAULIC POWER TRANSMISSION MBGHANISM.

APPLIOATIOK FILED SEPT. 21, 1904.

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ATTQRNEISJ PATENTED MAY 2, 1905. J. G. RIEGBL. VARIABLE SPEED HYDRAULIC POWER TRANSMISSION MBGHANISM.

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APPLICATION FILED SEPT.21, 1904.

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' J. G. RIEGEL.

VARIABLE SPEED HYDRAULIC POWER TRANSMISSION MECHANISM.

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APPLICATION FILED SEPT. 21, 1904.

PATENTED MAY 2, 1905.

J. c.- EIEEEL. VARIABLE SPEED HYDRAULIC POWER TRANSMISSION MECHANISM.

APPLICATION FILED flEPT-fll, 1904.

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in. 788,848. PATENTED MAY 2, 1905. J. 0. lRIEGBL.

VARIABLE SPEED HYDRAULIC POWER TRANSMISSION MECHANISM. APPLIOATION FILED SEPT. 2'1, 1904.

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PATENT OFFICE.

JOHN CLINTON RIEGEL, OF POTTSVILLE, PENNSYLVANIA.

VARIABLE- SPEED HYDRliULlC-POWER-TRANSMISSION M lZCHANlSM.

SPECIFICATION forming part of Letters Patent No. 788,848, dated May 2, 1905.

easily applied to the standard type of motorvehicles operating at the greatest efliciency,

and which are thoroughly reliable in their operation and always under easy and accurate' control.

My invention primarily'has for its object to provide a mechanism of this character which is positive in its action and which dispenses with the various friction clutches, chain and other gear mechanisms, 860., now in common use on motor-vehicles of the standard types.

Again, my invention seeks to provide a power transmission mechanism whereby starting, stopping, coasting, braking, reversing, and all ,changes of speed can be absolutely controlled by the manipulation of asingle lever and whereby the speedof the vehicle can be-varied from zero to maximum while the power .or main drive. motor operates at a constant speed, thus allowing the vehicle to be driven .up steeper grades than would be otherwise possible;

A further object ofmy invention is to provide means whereby the vehicle may be run .backward or reversed without changing the direction of rotation of the constant-speed drive-motor and also to provide a mechanism of the character stated which will permit the vehicle to start r'iinning without the objectionable jarring and jumping which is so common in motor-vehicles now in daily use, particularly those vehicles of large horse'power.

Another object of this invention is to provide an automatic governor mechanism which is operable during the ascent of grades of hills to vary the quantity of fluid pumped according'to'the steepness of the grade of the Application filed September 21, 19st. Serial No. 225,359.

hill to be ascended, so that the main powermotor may be able to overcome the resistance offered by said vehicle. This quantity decreases when the grade increases, and vice versa.

My invention also comprises certain details of construction and novel. combination and arrangement of parts, all of which will be first described in detail and then specifically pointed out in the appended claims, reference being had to the accompanying drawings, in which Figure 1 is a side elevation of a motor-vehicle with my invention applied. Fig. 2 is an enlarged detail side elevation of my invention. Fig. 3 is a top plan view thereof. Fig. 4 is a diagrammatic section showing the position of the parts when the vehicle is at rest. Fig. 5 is a similar View showing the position of the parts when the controlling-lever is turned to place theparts in the coasting position. Fig. 6 is a similar view, the parts being shown in the position they assume when the motor-vehicle is traveling forward at full cross-sections on the lines 12 12, 13 13, and

1 1 1 1 of Fig. 11, the parts being shown in the normal or braking position of the mechanism. v Fig. 15 is a horizontal section on the line 15 15 of Fig. 2. Fig. 16 is a vertical' c1 is-section on the line 16 16 of Fig. 2. Fig.

'sa transverse section on the line 17 17 of Fig. 15. 'Fig. 18 is a similar view on the line 18 18 of Fig. 15. Fig. 19 is a detail perspective'view of the division member.. Fig. 20 is an enlarged sectional view of the hillcli mbing governor mechanism. Figs. 21 and 22 are de tail sectional views of the-valve-lever and its locking mechanism. I

Referring now to the accompanying draw-' ings, in which like numerals and letters of ref- 3o peripheral ribs for a'purpose presentlyerence indicate like parts in all of the figures, l held to move endwise with the shaft by the '1 designates the casing of what I term the pressure generater or pump P, having the supports or beams 2 2, by means of which the pump can be connected to the frame of the vehiclebod-y 1B. The casing 1 has two removable heads 3" and 4:, whereby ready access to the interior of the casing can be had, and the said casing 1 merges with the supplementalgear housings 1 1, connected by the cylin .drical bearing .7, for a purpose presently explained. I

The casing-heads 3 and 4 are provided with hearing extensions 8 and 6, respectively, in alinement with the bearing 7, and the said extensions 8 and 6, as well as the bearing 7, have babbitted linings 8, 6", and 7, respectively.

a 88 forms no part of my present invention.

Keyed or otherwise secured to the shaft 5 is a gear 5", rotatable within the housing 1',

' and a second gear 5, rotatable within the housing 1, the gear 5" being provided with explained. The head 3 is also provided with an extension 9, forming a piston-chamber 9,

and the said extension 9 carries a second and able in the chambers 10 11, and prevented from rotary movement by the feather-andgroove connections 21*. The piston-heads 21 21 are secured to move endwise with the shaft 20 by the bolt 20, as clearly shown in the drawings. 2O 20designate apertures in the shaft 20.

The end of the shaft 20 rotates in pistons 21 21,- which serve as bearings for the shaft.

Mounted on the shaft 20 to turn therewith.

but so arranged as to allow endwise movement of the shaft, is a gear 22, which meshes piston-heads 24 25, which are held in position on the shaft 20 by the collars 24325; The head 24 is prevented from rotation in any approved manner, preferably by providing 'it with a groove 2 to cooperate with the rib 9 on the interior wall of the chamber 9.

12 and 13 indicate closure-caps for the chambers 11 10, respectively.

1 1 designate inlet and outlet ports for the pump-casing 1, with which ports the pipes 15 and 14, leading from the controlling-valve V, connect.

l6 designates a short pi pe-section communicating with the pipe 14 and'the chamber 10 in front of the piston 21 for a purpose presently to appear. The chamber 11 communicates with the valve V through a pipe 17, as shown, and will be more clearly explained hereinafter.

The gears 5 and 22 serve to synchronize or steady the motion of the rotary interconnected pumping-pistons 5 and 23,'as well as to keep them in proper alinement at all times, sothat they may be instantly meshed. when desired,

it being understood that normally when the vehicle is at rest or coasting the said rotary pistons 5 and 23 are out of mesh with one another. The gears 5 and 23 closely fit the inside ofthe casing and serve as a pump, the quantity of fluid pumped being varied by moving the rotary piston 23ginto and out of mesh with the piston 5 to a greater or less degree.

The chambers 9 1 are in communication with each other'to allow a free passage for the fluid when displaced by either of the pistons 24 25., I

Thcdifl'erential or secondary motor S (shown in detail in Figs. 15 and 16) may be either directly mounted upon the drive-axle D of 'the vehicle or it may be connected with the driveaxle by any suitable gearing mechanism. The secondary motor S comprises acasing 40, consisting of two parts 41 42, which are held together by the bolts 46, as shown. Each side of said casing contains a secondary shell 65, which is cast eccentrically with the outer shell to form the chambers 39 39 within the casing, and rotatable within the shell are a pair of rim-gears 66 66, having gear-teeth 66" on their inner peripheries, and the said gears mesh with thegears 67 67 secured to the axle-sections d 0?, respectively.

59 designates a partition placed between the two sets of gears, and the said partition has two laterally-extending wings 57 58 held be tween the rim-gearsand the axle-gears, which wings serve to prevent passage of the fluid from one chamber 39 to the other, 39, or vice versa, without rotating the gears. The casing 40 is also provided with sockets 40 40" to receive the log 61 62 of the partition 59, which partition 59 is also apertured, as at 60, to allow-for the passage of the axle D.

Eaohc'asing-section 41 42 is providedwith LOO justed positions.

divides the valve-casing into two chambers 61 61, as shown in Fig. 11. One end of the cylinder 62 has an end wall 62, having valveports 62, which are normally closed by the wings 63" of the relief-valves 63. The reliefvalve 63 also has valve-ports 63 for a purpose presently explained. The relief-valve 63 is normally closed by the spring 80 on the stem 76, which stem 76 passes through the reliefvalve and into the hub portion 61 of the valve 61, with which hub portion it has a socketed connection. The valve-casing has a set of ports 84 85 86 communicating with the chamber 61, and a second set of ports 87 88 89 communicate with the other chamber, 61. The port 84 communicates with the chamber 18,into which the pipe 14 discharges, while the ports 85 and 88 communicate with the chamber 20*, in which the pipe 38 discharges.- The ports 86 and 89 open into achamber 21*, with which the pipe 37 is connected. The valve proper, 61, is provided with ports 92, 93, 94, and 95, which cooperate with the ports 84 85 86, and the said valve 61 is also provided with ports 90 91, which cooperate with-the ports 87 88 89 in a manner presently more fully explained. The port 87 communicates with the chamber 19. The casing is also provided with a small cylindrical extension 64 for the piston 77 to play in, and this piston is so arranged as to turn with the stem 76 and at the same time being susceptible of endwise movement thereon, such endwise movement being imparted to the piston when the stem is turned through the medium of a camgroove 83 in the piston and the lug 38" on the casing. (See Fig. 11.) The casing60 is closed by a cap 60, apertured to receive the hub 61 of the valve 61, to which hub thesend of the controlling-lever 65 is secured. A sector 67*, provided with rack portions 67 67, and 67 is provided to cooperate with the awl 65 of the lever 65 to hold the lever to its ad- 65' designates a cam member on the lever 65, with 'which the cam portion 65 of the handle 65 cooperates, whereby when the bandle 65 is rotated the pawl 65 will be disengaged from the rack portion of the sector 67 by the raising of the pawl 65" as the hand portion 65 is raised by the cams 65" and 65".

The lever 65-is provided atits upper end be seen the controlling-valve coil-springs being of the casing the shafts 5 and 20,

in the position shown in with a box to receive the pawl 65*; the box being open at the bottom except where closed by the top edge of the main portion of the lever 65, so as to allow the pawl 65 to pro, trude. The upper end of the main portion of Y the lever 65 is provided with a slot to receive the transverse web of the pawl, the sides of the pawl 65 straddling the main portion of the lever. The lower end of the box is joined to the edge of the lever either by Welding or otherwise to form an integral structure therewith. The pawl 65 is provided with a rod m, that projects through the handle 65 and is upset at w in order to be engaged by the handle and raised when the latter is turned, a provided around the rod 410 within the pawl-box to normally press the pawl into engagement with the sector.

100 designates what I term a hill-climbing governor mechanism, which comprises'a casing in which a piston 101 operates, and the said piston 101 is normally held near one end by a spring 102, the movement of the piston due to the spring being limited by the lug 103. This governor is connected in series with the pipe 17, the pipe 17 discharging into the casing between the clos ure-eap 100 and the piston, as clearly shown in Fig. 20.

Operation: Assuming-the ports to be in the position shown in Fig. 4, the pump, the secondary motor, the valve mechanism, and the various conduit-pipes having been filled with a suitable fluid, (preferably lubricatingoil,) the drive-motor M is started under suitable governor-control (notshown) to operate gears 5 22, and pistons 5 and 23 at a constant speed. The rotary pumpinggear 23 being out of mesh with ro- "tary gear 5", as shown in Fig. 4, no fluid will be pumped, said pistons cannotbe in mesh when the controlling-lever occupies its mid position and not when in coasting position. Supposing the vehicle had been driven by said power-motor and out OK by closing port 84, said pistons would be thrown out of mesh, as the port 84, connected to the discharge-chamber through the pipe 14, being closed the fluid in pipe 14 will be compressed, due to the pumping action. This compression of thefluid in pipe 14 forces a portion of the fluid through pipe 16 into chamber 1O and moves the piston 21, together with the shaft and the rotary pumping-gear 23, out of engagement with the rotary gear 5", the parts then being Fig. 4. As soon as the rotary gears 23 5" are out of mesh with each other the pump P ceases to operate as such, it being understood, however, that the shaft 5 and the pumping-gear 5 continue to revolve at a constant speed. When the valve V is in the position shown in'Fig. 4, all the ports of the valve leading to the secondary motor are closed, and as there is. no communieating passage between the chanlbers 20 and 21 the Vehicle will be in a locked position, as the secondary motor cannot rotate, this position serving as a braking position. Now, assuming the valve-lever to be thrown forward to engage the first notch, the parts will be in the position shown in Fig. 5, the ports at 85 being in communication with each other and the ports 89 '90 being in communication with each other. When the valve V is in the position shown in Fig. 5, communication between pipes 37 38 is had through the medium of ports 89 90 and the relief-valve 63 and ports 85 and 94: to allow acirculation of the fluid from chamber 39 to 39*through the medium of the valve-chambers 61? 61".' This position ofthe parts permits the vehicle to coast or move by its own momentum. Now, assuming the valve-lever to be moved farther forward to "any notch thereafter, port 93 will open to port 84: and the piston 7 7 will receive an endwise movement through the groove-and lug connection, (shown in detail in Fig. 11,) thus displacing the fluid of chamber 96 and transferring it through the conduit or pipel'i. to the chamber 11*, against the piston 21, and.

move the shaft 20, together with the rotary pumping-gear 23, into mesh with the other rotary pumplnggear, 5. gears23 5with respect-tonne another depends upon theposition of the valve-lever. The said rotary pistons 23 5 are entirely in engagement with eachother, as shown in Fig. 6, when the valve-lever is thrown entirely over to the last notch. The pump or generator P will start to draw fluid from chamber 61 through the'pipe or conduit 15. into the pumping-chamber as soon as the least portion of the intergearedf pistons 23-and 5 are in mesh and gradually increase the quantity to its full capacity as the meshed portions increase to full mesh,as shown in full lines in Fig. 6. The fluid as it enters the pumping-chamber will be carried farther by the teeth of the intergeared rotary pumpingpistons and forced out through pipe ltto the chamber 81 and then through the pipe 38 to the secondary motor, which will be rotated by fluid-pressure in the direction indicated by the arrow in Fig. 6, the fluid returning through pipe 37. to chamber 61., the circulation being maintained so long as ,theparts are in the position shown in Fig.6, it being understood that when the parts are in theposition shown IinFig-Ifi the ports 87-91 Wlll be in communication with each other, aswill be also ports "89 90. Ports 94 and ports 93 84 will. also a be intcommunication with each other.

When the vehicle is-cl-imbing a grade, the resistance will be greater and the increasing pressure in pipe 14; will tendto force fluid through pipe 16 into chamber 109 against piston 21 to throw the pumping-gears 23 and 5 out of mesh with eachotherQ-J As the piston-Z7 has been moved forward,,(see Fig. 6,) then as the shaft 20 is inovedfto the right the fluid in chamber 11" The position of the will be compressed and forced into the hillclimbing governor 100, tending to, force the piston 101 againstthc spring-pressure. This variation of the pistons 101 and 23 will depend upon the steepness of the grade, and as the vehicle again comes toja normal position the spring will force the piston 10; back to its normal position, which in turn causes the fluid in said governor to be forced back into chamber 11* to again bring the intergeared rotary pumping-pistons into full. mesh with each other. The operation of the hill-climbing governor is entirely automatic. When the valve-lever is'thrown backward from mid-positi'on to engage the notch 01/, the brake is released, port 8 is closed, port 95 registers wit port 86, and port 90 registers with port 88,

the vehiclebeing then'allowed to coast in .o'p-. posite or rearward direction, the fluid passing. through valve 63 from chamber 61 to chamber 61", as before explained. When the valvelever is thrown, any further backward power.

is applied and the vehicle is reversed or run in the opposite direction. duplicated beyond the screw 38*, so that backward movement of the piston 7 7 will also cause the necessary endwisemovement thereof.

The action of the pump is precisely the .Thecam-groove 83 is same in operation when the vehicle is running backward as when it is running forward ex-, cept that the forward course is changed from chamberfil and transmitted through conduit 37 to the'secondary motor, returning through through the pump in the same manner as when the vehicle is going forward.- It should be understood that when the valvecontrolling lever is in the midway position and engaging notch tl'i -the running-gear is looked, as the secondary motor cannot rotate. Moving lever to notch 97 gradually releases the brake to allow the vehicle to coast. Moving the lever any farther forward willcapply power and vary the speed of the vehicle to the extent the lever is moved. When the lever occupies the extreme forward position, the vehicle will travel at the fastest rate that the motor is able to propel the same.

' To travel at full speed and in mounting steep grades, the lever occupies the extreme forward v position.

Movinglever backward from forward poconduit 38 to the chamber 61*, and thence too sition will decrease speed accordingly and dlsconnect the power, allowing the mechanism tocoast pr allowing a braking action, as desired.

By moving the lever backwardlyfrommidposition the above operations are duplicated, with the exception that the vehicleis run' in the opposite direction.

While I have stated that-I prefer to use lubricating-oil as the fluid in my mechanism,

yet I desire it understood that any suitable fluid may be used or the mechanism may be 7 air-filled and operated by the circulationof the air in the various parts due to the pumping action.

' From the foregoing description, taken in connection with the accompanying drawings, it is thought the complete operation. construction, and many advantages of my invention will be readily understood by those skilled in the art to which it appertains, and I desire it understood that slight changes in the-detailed construction and arrangement of parts may be made without departing from the scope of the invention and the appended claims.

' Having thus described my invention, what I claim, and desire to secure by Letters Patent, is

1. A power-transmission mechanism comprising a fluid-circuit, a fluid-operated secondary motor in said circuit, means for causing a circulation of fluid in said circuit to opcrate said motor. a valve in said liuid-circuit, a single lever for operating said valve directly connected to the valve-stem, said valve having provisions in virtue of which, start ing, stopping, coasting, braking, reversing and all changes or variations of speed of the vehicle are absolutely controlled by the manipulation of said single valveactuating lever, means in said fluid-circuit and actuated by back pressure of the fluid due to the grade of the road for automatically controlling said means for circulating the fluid substantially as shown and described.

2. In a variable-speed hydraulicpowertransmission mechanism, the combination with the vehicle, 01" a vehicle-motor tor propelling the same, a fluid-pressure mechanism, and a secondary motor interposed between and coupling the vehicle-motor and the runninggear of the vehicle, means interposed between the lluid-pressu re mechanism and the secondary motor for controlling the circulation of fluid in the secondary motor and in theliuidpressure mechanism, said last-named means comprising a 'valv'p, a single valve-actuating lever for said valve directly connected to the valve-stem, said valve having provisions in virtue of which starting, stopping, coasting, braking, reversing and all change or in speed of the vehicle are absolutely controlled by the manipulation of said single valve-actuating lever, and means interposed between the fluid-pressure mechanism and the valve, actuated by back pressure due to the grade of the road for varying the'output of the fluid-pressu re mechanism to automatically controlthe speed of the vehicle at times sub- 7 stantially as shown and described.

3. in a h yd raul ic-power-transmission mechanism, the combination with a vehicle, a vehicle-motor for propelling-the same, a secondary motor connected with the running-gear oi the vehicle, of a fluid-pressure mechanism in terposed between the vehicle-motor and the variations.

secondary motor to couple the vehicle-motor with said secondary motor, means for varying the operation ofsaid fluid-pressure mechanterposed between said varying means'and the fluid-pressure mechanism, said supplemental governor means actuated by back pressure due to-tlie grade of the road to vary the output of the fluid-pressure mechanism to vary the speed oi the vehicle automatically when said fluid-pressure mechanism is in its secondary-motor-operating position substantially as shown and described.

' 4. in a power-transmission mechanism, the combination with a vehicle and a vehicle-motor mounted thereon, said vehicle includingarunning-gear, of a secondary motor connected" with said running-gear, a fluid-pressure mechanism interposed between the secondary mo tor and the vehicle-motor, fluid -conveying means connecting said secondary motor with said fluid pressure mechanism, controlling means connected in said fluid-pressure and s'econdary-motor-connecting means, a single lever for actuating said last-named means,

said controlling means having provisions in virtue of which starting, stopping, coasting, brali'ing, reversing and all changes or variations of speed of the vehicle are absolutely controlled by the manipulation of the single actuating-lever, and means actuated by baci; pressure due to the grade of the road for varying the output of the fluid-pressure mechanism to vary the speed of the vehicle automatically when said single actuating-lever is adjustcd to odcupy certain predetermined positions. substantially as shown and described.

5. it newer-transmission mechanism comprising the combination with a vehicle and a drive-motor therefor, of a fluid-pressure generator including apairof intergeared rotary pistons, an endwise-movable shaft for one of said pistons, supplemental piston-heads tor the ends of said shaft, a secondary motor connected with thcdrive-axle of the running-gear of the vehicle, afluid-conducting means con visions in virtue of which fluid is forced into said other chamber to change the correlation of said intergeared pistons tovary the quantity of fluid pumped, substantially as shown and described. v i

d. An apparatus of the character stated,

ITO

I so

comprising in combination with the vehicle, and a constant-speed propelling-motor, a secondary fluid-operated motor connected with the drive-axle oi the vehicle, a fluid-pressure generator comprising a casing, two rotatable pumping elements rotatable in said casing,

one of said elements being mechanically connected with the propelling-motor whereby to receive a rotating motion, the second element adapted to be rotated by said first element and having axial longitudinal movement with respect to the first element to vary the quantity of fluid pumped, means for transferring the fluid energy from the pressure-generator to the secondary motor, means connected in said transferring means and actuated by. the back pressure of the fluid due to the grade of the road, for automatically causing said axial movement, hand-operated means for controlling the secondary motor whereby the vehicle may be started, stopped and reversed, substantially as shown and for the purposes'described.

7. in a power-transmission mechanism, the combination with the vehicle, of a constant speed motor carried thereby, a variable-quantity fluidpressure generator connected to said motor and driven thereby, a control-valve,

passages or conduits connecting the fluid-pressure generator with the control-valve, a secondary motor connected with the drive-axle of the vehicle, passages o'r conduits connecting said secondary motor with the control-valve, said pump and said control-valve having provisions in virtue of which said valve controls the quantity of iquid pumped and said control-valve also aving provisions in virtue of which the dlrectlon of rotation ofthe secondary motor may be reversed substantially as shown and described. a

8. In a variable speed hydraulic powertransmission mechanism, the combination with avehicle and aconstant-speed drive-motor carried thereby, of a rotary intergeared piston fluid-pressure generator coupled to said drivemotor, a control-valve and a single lever for operating said control-valve, passages between said control-valve and said fluid-pressure gen- I erator, a secondary motor connected with the running-gear of the vehicle,-fluid conflections between said secondary motor and said control-valve, the pump and said control-valve having provisions in virtue of which the quantity of "liquid pumped is controlled by said valve to accelerate or retard the speed of the vehicle and said control'valve having provisions in virtue of which the direction ofi rotation of the secondary motor and the runninggear of the vehicle may be reversed without interfering with the speed and direction of, ro

- tation of the drivefmotor and said controlthev vehicle-motor may be brdhght to restvalvealso having provisionsin virtue of which without interfering with the speed of rotation of the drive-motor, and an automatically-operating-fluid-governor mechanism for varying the amount of liquid pumped when ascending grades substantially as shown and described.

9. In a variable-speed hydraulic powertransmission mechanism, the combination with the vehicle and a constantspeed drivemotor carried thereby, of a rotary intergeared piston fluid-pressu re generator coupled to said speed of the vehicle and means whereby the direction of rotation of the secondary motor and the running-gear of the vehiclemay be reversed without interfering with the speed and direction of rotation of the drive-motor, and means whereby said vehicle may be brought to rest without interfering with the speed or rotation of the'drive-motor, and an au tomatically-operating governor mechanism connected in said 'fluid connection between the pressure-generator and said control-valve and operable by back pressure due to the grade of the road to vary the amount of liquid pumped when ascending grades, substan-- tially as shown and described. 10. In a variable hydraulic speed powertransmission 'mechanism, the combination with the vehicle and a constant-speed drive-. motor carried thereby, of arotary intergeared piston fluid-pressure generator cou pled to said drive-motor, a control valve, fluid connections between saidcontrol-valveand said fluid pressure generator, a secondarymotor connected with the running-gear of the vehicle, fluid connections between said secondary motor and said control-valve, the pumpand said control-valve including means for controlling the quantity of liquid pumped to accelerate f or retard the speed of the irehicle, said valve including means whereby the direction of rotation of the secondary motor and runninggear of the vehicle may be reversed without interfering with the speed and direction of rotation of the drive-motorand means whereby said secondary motor may be brought to cendi'ng grades substantially as shown and de- 11; An apparatus oi the class described, comprising in combination with the drivemotor, a secondary motor and a control-valve, of a pressure generator or pump comprising a casing includingamain piston-chamber having inlet and outlet ports iii-communication withthe control-valve, a' first shaft, endwise movable in said chambeiza gear mounted on and rotatable with said first shaft, a rotary pumping-piston mounted on, rotatable and endwise movable with said first shaft, said casing including supplemental chambers, a second shaft passing through said supplemental chambers and connected with the drivemotor, a gear on said second shaft for meshing with said first-mentioned gear, a second rotary pumping -'piston rotatable with and mounted on said second shaft, and means for moving the first'mentioned shaft endwise to cause said pumpingpistons to become engaged with each other.

12. An apparatus of the class described, comprising in combination with the drivemotor, a secondary motor and a controlvalve, of a pressure generator or pump comprising a casing includinga main piston-chamher having inlet and outlet ports in communication with the controlvalve,"a first shaft endwise movable in saidchamber, a gear mounted on and rotatable with said first shaft, a rotary pumping-piston mounted on, rotatable and end wise movable with said first shaft, said casing including supplemental chambers, a second shaft passing through said supplemental chambers and connected with the drive-motor, a gear on said second shaft for meshing with said first-mentioned gear, a second rotary pumping-piston rotate ble with and mounted on said second shaft, and means for moving said first shaft endwise to disengage said pumping-pistons.

13. An apparatus of the class described comprising in combination with the drivemotor, a secondary motor and a controlvalve, of a pressure generator or pump comprising a casing including a main pistonchamber having inlet and outlet ports in communication with the control-valve, a first shaft endwise movable in said chamber, a gear mounted on and rotatable with said first shaft, a rotary pumping-piston mounted on,

rotatable and endwise movable with said first said pumping-pistons, and means for mov ng said shaft in an opposite endwise direction to bring said pumping-pistons into engagement with each other.

1%. An apparatus of the class described, comprising in combination with the drive- ,lnotor, a secondary motor and a controlvalve, of a pressure generator or pump comprising a casing including a main pistoncharnber having inlet and outlet ports in communication with the'oontrol-valve, afirst shaft endwise movable in said chamber, a gear a second shaft passing through said supplemental chambers and connected with the drive motor, a gear on said second shaft for V meshing with said first-mentioned gear, a second rotary pumping-piston rotatable with and mounted on said second shaft, a pair of so pplemental pistons on said first shaft at either end of the rotary pumping-piston, said supplemental pistons being endwise movable with said pumping-piston, means for holding one of said supplemental pistons from rotation, and means for moving said first shaft end-' Wise in one direction, and means for moving said first shaft endwise in an opposite direction, all being arranged substantially as shown and for the purposes described.

15; An apparatus of the character described, comprising in combination 'with the drive-motor, a secondary motor and a control-valve, of a pressure generator or pump comprising a casing including a main piston-chamber having inlet and outlet ports in communication with the control-valve, a first shaft endwise movablein saidchambeiyagearmounted onand rotatable with said first shaft, a rotary pumping-piston mounted on, rotatable and endwise movable with said first shaft, said casing ineluding supplemental chambers,a second shaft passing through said supplemental chambers and connected with the drive-motor, a gear on said second shaft for meshing with said firstmentioned gear, a second rotary pum ping-piston rotatable with and mounted on said second shaft, pair of supplemental pistons on said first shaft at either end of the rotary pumpingpiston and end wise movable therewith, means for holding one of said supplemental pistons from rotation, said casing including supplemental chambers to receive the first shaft ends, a piston on each end of said first shaft movable in said supplemental piston -chambers, and means for moving said first shaft end wise, for the purposes specified.

16. An. apparatus of the class described, comprising in combination with the drive-motor, a secondary motor and a control-valve, of

a pressure generator or pump comprising a casing including a main piston'chamber having inlet and outlet ports in communication with the control-valve, a first shaft endwise movable in said chamber,a gear mounted on and rotatable with said first shaft, a rotary pump- Zing-piston mounted on, rotatable and endwise movable with said first shaft, said casing including supplemental chambers, a second shaft passing through said supplemental chambers and connecting with the drive-motor, a gear on said second shaft for meshing with said first-mentioned gear, a second rotary pumping-piston rotatable with and mounted on said second shaft, said secondary .motor including a casing and gear-pistons mounted therein,

m pressure generator or pump and the inlet port of the secondary motor, andrbetween the outlet-port of the secondary motor and the inlet port of the pressure-generator for the purposes specified.

l 17. An apparatus of the class described, comprising in combination with the drive-motor, a secondary motor, and a control vaive, of a pressure generator or pump comprising a casing including a main piston-chamber hav- :0 ing inlet and outlet ports incommunicatiou with the control-valve, a first shaft endwise movable in said chamber,a gear mounted on and rotatable with said first shaft, a rotary pumping-piston mounted on, rotatable and endwise movable with said first shaft, said casing in clud ingsupplementalchambers, asecond shaft passing through said supplemental chambers and connecting with the drive-motor, a gear on said second shaft for meshing with said first-mentioned gear, a second-rotary pumping-piston rotatable with and mounted on said second shaft, said secondary motor including a casing and gear-pistons mounted therein, said motor-casing having inlet and ontletports in communication with said control-valve,said

suregenerator endwise in one direction to cause said rotary pumping-pistons to become engaged with one another, and means for moving-said first shaft of the pressure-generator in an opposite direction to cause said rotary pumping-pistons to become disengaged from one anothenall being arranged substantially as shown and for the purposes specified.

18. An apparatus of the class. described, comprising in combination with the main dri ve-motor, a pressure-generator including a casing, rotary pumping-pistons mounted within said casing, means for driving-said rotary pumping-pistons from said drive motor, a. shaft endwise movable within said casing and carrying one of said rotary pumpingmistons, supplementary piston-chambers, to receive the ends of said endwise-movable shafusaid pumpmounted thereon, arunning-gear'therefor, of

ing-chambers having inlet andoutlet ports,

control-valve having ports arranged to cut the outlet-port of said pumping-chamber being in comm unication with one of said supplemental shaft-piston-receiving chambers, a secondary motor having inlet and outlet ports,a valve mechanism connected with said motor inlet and outlet ports and with said inlet and 7 outlet ports of the pressure-generator, said control-valve includinga casing, a rotary valve proper within said casing, a relief-valve within said rotary valve proper, said rotary valve dividing said casing into two chambers communicating with each other through said relief-valve, said control-valve mechanism inconnected with the drive-axles of the vehicle rotatable thereby, a fluid-circuit between said pump and said motor, means comprising a ,valve having provisions in virtue of which starting, stopping, coasting, braking, reversing, and all changes or variations of speed of the vehicle are absolutely controlled by the manipulation of a single lever which actuates said valve, a lever for operating said valve and means actuated by back pressure due to .the grade of the road to vary the output'of the pump to vary the speed 'of the vehicle when said lever is adjusted to occupy certain predetermined positions substantially as shown and described.

20. In a power-transmission mechauism,the combination with the vehicle, a vehicle-motor mounted thereon, a running-gear for said vehicle, of a supplemental fluid-operatedid rivemotor connected to the-running-gear of the vehicle and a variable fluid-pressure mechan- 'cludinga supplemental chamber, a piston held ism interposed between the vehicle-motor and the supplemental motor to cooperatively connect the same, means interposed between the fluid-pressure mechanism and the secondary motor for controlling the operation thereof, means operated byfluid-pressure for varying the volume or quantity of fluid pumped when the pressure of said flu id delivered by the pump is increased above the normal pressure, re-

quired to prd'pel said secondary motor on a smooth audapproximately level road, substantially as shown and described.

mesa

' ism interposed between the drive-motor and the secondary motor, valve-controlling means interposed between the fluid-pressure mechanism and the supplemental motor forcontrolling the operation thereof, and a fluid-operated governor mechanism actuated by back pressure due to the grade of the road to vary the output of the pressure-generator to vary the quantity of fluid pumped to the secondary motor to vary the speed of the vehicle automatically in ascending grades substantiallyas shown and described.

22. In a power-transmission mechanism, a pump, a fluid-operated motor, a plurality of conduits connecting the pump with the motor,

a control-valve in said conduits, the pump having provision for varying its capacity, a fluid-actuated governor mechanism connecting with said pump and controlling said provision for varying the output of the pump and varying the speed of the motor automatically as the load on the motor is increased, substantially as'shown and described.

23. In a power-transmission mechanism, a pump, a fluid-operated motor, a plurality of conduits connecting the pump with the motor, a control-valve in said conduits, the pump having provision for varying its capacity, a fluid-actuated governor mechanism connecting with said pump and controlling said provision for varying the output of the pump and varying the speed of the motor automatically as the load on the motor is increased, said governor comprising a casing, a piston movable therein, means for normally holding the piston-in one position, said piston being moved to another position by the fluid back pressure due to variations in the load on the motor to automatically vary the speed of said motor as .the load thereon is varied substantially as shown and described.

'24. in a power-transmission mechanism, the combination with a vehicle, a drive-motor therefor, a pump of variable capacity connected with the drive-motor, a secondary motor connected to the running-gear of the vehicle, said pump being connected to said secondary motor, of means actuated by back pressure due to the grade of the road to vary the output of the pump to vary the speed of the vehicle automatically when the pump is operating to propel the vehicle substantially as shown and described.

25. In apower-transmission mechanism, the combination with a vehicle, a vehicle-motor mounted thereon, a running-gear for the vehicle, a supplemental drive-motor connected to the running-gear, a fluid-pressure mechanism connected to the vehicle-motor, conduits connecting the fluid-pressure mechanism with the secoudarymotor, of a valve, interposed between the fiuid pres'sure generator and the secondary motor, in said conduits, a single lever directly connected to the valve-stem for operating said valve, said valve having provisions in virtue of which starting, stopping. coasting, braking, reversing and all changes or variations of speed of the vehicle are controlled by the manipulation of said single valve-operating lever directly connected to the valve-stem and means connected between the fluid-pressure mechanism-and the valve, actuated by back pressured ue to the grade of the road, to vary the output of the fluidpressure mechanism to vary the speed of the vehicle when the valve is in certain predetermined positions.

26. A power-transmission mechanism comprising a fluid-circuit, and means for causing a circulation of fluid in said circuit, a fluidoperated secondary motor in said circuit operable by said fluid, a control-valve in said circuit. an actuating-lever therefor, said valve having provisions in virtue of which starting.

stopping, coasting, braking, reversing and all changes or variations of speed of the secondary motor are absolutely controlled by the manipulation of a single valve-actuating lever,

said secondary motor comprising a casing, a two-part shaft passing through said casing, a pair of gear members one secured to each of said shaft parts and concentric with the casing,

a pair of rim-gears for meshing with said h'rst- 1 tition serving to divide the easing into an upper and lower; chamber, said upper and lower chambers forming a part of the fluid-circuit, substantially as shown and described.

27. A power-transmission mechanism comprising the combination with a flilid-pumping means and a control-valve therefor, of a fluidoperated motor, said motor comprising a easing, a pair of concentrically-arranged gears mounted within said casing, a pair of internal rim-gears one foreach of said concentricallyarranged gears, said rim-gears being mounted eccentrically within the casing and meshing with said concentrically-arranged gears, said rim-gears and said concentrically-arranged gears being arranged in pairs, a division member disposed between said pairs of gears to divide the easing into an upper and lower compartment, said division member having lat.- eral wings interposed betweenthe concentrically-arranged gears and theirrespective rim-- gears, said casing-chambers being in communication-with the fluid-circuit, substantially as shown and described. I

28. A fluid-operated drive-motor ot' the character stated, comprisinga two-part casing having bearing portions, a pair of alining shafts having engaging ends arranged within.

the bearing portions of said casing, gear mem- IO gear, said partition member dividing the easl l l l inginto upper and lower compartments, and means for admitting fluid into one of said compartments and withdrawing the same from the other compartment to operate said gears to rotate the shafts, substantially as shown and 5 described.

I JOHN CLINTON RIEGEL. Witnesses:

P. LEUSGHNER, J. A. HAAs. 

